US7305945B2 - Method for changing the lift of an inlet valve of an internal combustion engine - Google Patents

Method for changing the lift of an inlet valve of an internal combustion engine Download PDF

Info

Publication number
US7305945B2
US7305945B2 US11/274,796 US27479605A US7305945B2 US 7305945 B2 US7305945 B2 US 7305945B2 US 27479605 A US27479605 A US 27479605A US 7305945 B2 US7305945 B2 US 7305945B2
Authority
US
United States
Prior art keywords
internal combustion
combustion engine
lift
lift cams
inlet valves
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Expired - Lifetime
Application number
US11/274,796
Other languages
English (en)
Other versions
US20060060158A1 (en
Inventor
Martin Glose
Arkadi Kudashev
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Mercedes Benz Group AG
Original Assignee
DaimlerChrysler AG
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by DaimlerChrysler AG filed Critical DaimlerChrysler AG
Assigned to DAIMLERCHRYSLER AG reassignment DAIMLERCHRYSLER AG ASSIGNMENT OF ASSIGNORS INTEREST (SEE DOCUMENT FOR DETAILS). Assignors: GLOSE, MARTIN, KUDASHEV, ARKADI
Publication of US20060060158A1 publication Critical patent/US20060060158A1/en
Application granted granted Critical
Publication of US7305945B2 publication Critical patent/US7305945B2/en
Assigned to DAIMLER AG reassignment DAIMLER AG CHANGE OF NAME (SEE DOCUMENT FOR DETAILS). Assignors: DAIMLERCHRYSLER AG
Anticipated expiration legal-status Critical
Expired - Lifetime legal-status Critical Current

Links

Images

Classifications

    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D13/00—Controlling the engine output power by varying inlet or exhaust valve operating characteristics, e.g. timing
    • F02D13/02—Controlling the engine output power by varying inlet or exhaust valve operating characteristics, e.g. timing during engine operation
    • F02D13/0223—Variable control of the intake valves only
    • F02D13/0226—Variable control of the intake valves only changing valve lift or valve lift and timing
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01L—CYCLICALLY OPERATING VALVES FOR MACHINES OR ENGINES
    • F01L1/00—Valve-gear or valve arrangements, e.g. lift-valve gear
    • F01L1/46—Component parts, details, or accessories, not provided for in preceding subgroups
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01L—CYCLICALLY OPERATING VALVES FOR MACHINES OR ENGINES
    • F01L13/00—Modifications of valve-gear to facilitate reversing, braking, starting, changing compression ratio, or other specific operations
    • F01L13/0015—Modifications of valve-gear to facilitate reversing, braking, starting, changing compression ratio, or other specific operations for optimising engine performances by modifying valve lift according to various working parameters, e.g. rotational speed, load, torque
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01L—CYCLICALLY OPERATING VALVES FOR MACHINES OR ENGINES
    • F01L13/00—Modifications of valve-gear to facilitate reversing, braking, starting, changing compression ratio, or other specific operations
    • F01L13/0015—Modifications of valve-gear to facilitate reversing, braking, starting, changing compression ratio, or other specific operations for optimising engine performances by modifying valve lift according to various working parameters, e.g. rotational speed, load, torque
    • F01L13/0031—Modifications of valve-gear to facilitate reversing, braking, starting, changing compression ratio, or other specific operations for optimising engine performances by modifying valve lift according to various working parameters, e.g. rotational speed, load, torque by modification of tappet or pushrod length
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01L—CYCLICALLY OPERATING VALVES FOR MACHINES OR ENGINES
    • F01L2800/00—Methods of operation using a variable valve timing mechanism
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/10—Internal combustion engine [ICE] based vehicles
    • Y02T10/12—Improving ICE efficiencies

Definitions

  • the invention relates to a method for changing the lift of inlet valves of an internal combustion engine between a partial lift and a full lift under the control of at least one camshaft having partial lift cams and full lift cams.
  • the small inlet valve lift is activated, whereby consumption and emissions are lowered.
  • changeover takes place to that tappet or cam which generates the larger inlet valve lift.
  • U.S. Pat. No. 5,009,203 describes a method for controlling the valve changeover in an internal combustion engine in which the changeover is to be carried out in such a way that the internal combustion engine delivers essentially the same torque before and after changeover. In order to achieve this, the fuel quantity injected is measured before and after changing over.
  • the method described therein does not allow independent adjustment of the inlet valve control timing and of the inlet valve lift, however, so that changeover is relatively rigid.
  • the control times of an inlet valves assigned to the camshaft are adjusted by rotating the camshaft by a certain angle so that the changeover between the partial lift cams and the full lift cams can be carried out at points within a characteristic performance graph of the internal combustion engine at which the suction capacity of the internal combustion engine when using the partial lift cams corresponds essentially to the suction capacity of the internal combustion engine when using the full lift cams.
  • the suction capacity of the internal combustion engine when using the full lift cams is adapted to the suction capacity of the internal combustion engine when using the partial lift cams.
  • This adjustment of the cam shaft which can be carried out with conventional continuous camshaft adjusters, for example, is carried out before the inlet valves are changed over from partial lift to full lift or, vice versa, from full lift to partial lift, by virtue of which a torque jump during the subsequent changing over can be avoided.
  • the suction capacity of the internal combustion engine is the same irrespective of the use of the partial lift cams or the full lift cams.
  • the size of the camshaft phase angle over the rotational speed and the load of the internal combustion engine when using the partial lift cams or the full lift cams is stored in a characteristic performance graph within a control device of the internal combustion engine.
  • the dynamic changeover described between the full lift cams and the partial lift cams takes place then by the control device going back to the stored characteristic performance graph values or to the characteristics stored therein and bringing about the mechanical changeover.
  • the correspondence of the suction capacity of the internal combustion engine can be achieved in an especially simple and advantageous way when using the full lift inlet cam profiles described by shifting the closing time of the inlet valves toward late inlet valve closing.
  • the adjustment of the closing time of the inlet valves toward late inlet closing leads to a lower suction capacity of the internal combustion engine operated with the full lift cams as the air taken in is to a certain extent pushed out of the cylinders again before the inlet valves close.
  • correspondence of the suction capacity concerned can thus be achieved.
  • FIG. 1 shows a camshaft, with partial lift cams and full lift cams for controlling the inlet valves of an internal combustion engine
  • FIG. 2 shows a diagram which illustrates the course of different torques of an internal combustion engine over the rotational speed of the same.
  • FIG. 1 shows in a very diagrammatic illustration a camshaft 1 of an internal combustion engine (not illustrated in its entirety).
  • the camshaft 1 serves for activating a number of inlet valves 2 which in a way known per se control the inflow of air or of a fuel/air mixture to cylinders (likewise not illustrated) of the internal combustion engine.
  • the engine is a V8 engine with two camshafts 1 for altogether eight or sixteen inlet valves 2 .
  • the internal combustion engine also comprises outlet valves and a camshaft for controlling the same, but these are, for reasons of clarity, not illustrated.
  • the camshaft 1 comprises a number of partial lift cams 3 and a number of full lift cams 4 , between which changeover can take place in order to bring them alternatively into engagement with the inlet valves 2 .
  • the valve lift is roughly 3 mm;
  • the full lift cams 4 are in engagement with the inlet valves 2 , the lift of the latter is roughly 12 mm.
  • the changeover between the partial lift cams 3 and the full lift cams 4 is known per se from MTZ 61 (2000), pages 730 to 746, for example, and is therefore not explained in greater detail below.
  • the partial lift cams 3 and the full lift cams 4 are in each case assigned in pairs to one of the inlet valves 2 , the full lift cams 4 being of two-part construction and located at opposite sides of the partial lift cams 3 in the present case.
  • an adjusting device 5 illustrated in greatly simplified form is provided, which is capable of adjusting the angular position or the phase angle of the camshaft 1 relative to the crankshaft and in this way ensures that the control times of the inlet valves 2 can be changed.
  • the mode of functioning of the adjusting device 5 is likewise known from the prior art and is not described in greater detail below.
  • FIG. 2 illustrates a diagram in which different characteristics of a torque M are plotted over a rotational speed n of the internal combustion engine.
  • the torque M is in a first approximation proportional to the suction capacity of the internal combustion engine, that is the air volume made available to the internal combustion engine related to the displacement thereof, so that the curves illustrated essentially also represent the course of the suction capacity of the internal combustion engine over the rotational speed n.
  • the size of the torque M is not indicated as this is naturally highly dependent on the internal combustion engine.
  • the values indicated for the rotational speed n are also to be regarded merely as examples.
  • the control times of the inlet valves 2 are set in such a way that the dynamic changeover between the partial lift cams 3 and the full lift cams 4 is carried out at points within the characteristic map of the internal combustion engine at which the suction capacity of the internal combustion engine when using the partial lift cams 3 corresponds essentially to the suction capacity of the internal combustion engine when using the full lift cams 4 .
  • this change-over is not noticeable for the driver of a motor vehicle in which the internal combustion engine is installed; the changeover can consequently not be experienced as annoying.
  • a suitable relative angular position of the partial lift cams 3 to the full lift cams 4 is determined, and then a certain angle of the camshaft 1 is set by means of the adjusting device 5 .
  • the characteristic or curve designated by “ 6 ” shows the maximum torque M 6 which is obtained with full lift, that is when the full lift cams 4 are in use or in engagement with the inlet valves 2 , and with optimal filling control times of the inlet valves 2 .
  • the adjusting device 5 can adjust the camshaft 1 in such a way, for example, that the inlet valves 2 close earlier with normal setting of the camshaft adjuster by 42° than with a camshaft adjuster late setting.
  • the term “optimal-filling control times” may of course differ from internal combustion engine to internal combustion engine but is perfectly comprehensible for an expert.
  • the curve designated by “ 7 ” shows the torque M 7 which is obtained when the full lift cams 4 are used for the actuation of the inlet valves 2 , the control times of the inlet valves 2 being changed in such a way, however, that part of the air introduced or of the fuel/air mixture introduced is expelled from the cylinders again, so that the volumetric efficiency, that is the result of air mass taken in minus air mass expelled, is reduced.
  • the camshaft 1 is in the present case adjusted toward late inlet valve closing by means of the adjusting device 5 .
  • the curve designated by “ 8 ” shows the maximum torque M 8 when using the partial lift cams 3 with optimal filling control times of the inlet valves 2 . It can be seen that the curve 8 runs very close to the curve 7 and even intersects it several times. This is achieved by means of the shifting of the control times for the full lift cams 4 , described above with reference to the curve 7 , as the intake capacity and consequently the torque of the internal combustion engine is reduced by the expulsion of the air introduced or of the fuel/air mixture from the cylinder.
  • the control time of the full lift cams 4 can be optimized to a small extent and the torque can thus be increased by rotating the camshaft 1 before a changeover, so that it the curves 7 and 8 are caused to intersect.
  • the curve designated by “ 9 ” represents a changeover line on which a changeover operation from the partial lift cams 3 to the full lift cams 4 or vice versa can be carried out.
  • n a rotational speed
  • this changeover is possible with a torque jump of less than 15 Nm, that is generally in a range of less than 5%, and is initiated automatically by the control device of the internal combustion engine depending on changeover points in the engine characteristic performance graph which can be stored in the control device.
  • the air mass supplied is limited by means of a throttle valve (not illustrated) or similar in the intake region of the internal combustion engine in order to bring about by this reduction of the air mass or air volume a reduction in the difference of the torques M generated by the partial lift cams 3 or the full lift cams 4 to roughly 15 Nm.
  • the changeover line between the partial lift cams 3 and the full lift cams 4 that is between partial lift and full lift of the inlet valves 2 , is therefore shifted by throttling the air supplied. This is shown by the falling of the line 9 as from the rotational speed n of 2250 rpm.

Landscapes

  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Valve Device For Special Equipments (AREA)
  • Output Control And Ontrol Of Special Type Engine (AREA)
US11/274,796 2003-05-15 2005-11-15 Method for changing the lift of an inlet valve of an internal combustion engine Expired - Lifetime US7305945B2 (en)

Applications Claiming Priority (3)

Application Number Priority Date Filing Date Title
DE10321881A DE10321881A1 (de) 2003-05-15 2003-05-15 Verfahren zum Umschalten des Hubs von Einlassventilen einer Brennkraftmaschine
DE10321881.5 2003-05-15
PCT/EP2004/003338 WO2004101959A1 (de) 2003-05-15 2004-03-30 Verfahren zum umschalten des hubs von einlassventilen einer brennkraftmaschine

Related Parent Applications (1)

Application Number Title Priority Date Filing Date
PCT/EP2004/003338 Continuation-In-Part WO2004101959A1 (de) 2003-05-15 2004-03-30 Verfahren zum umschalten des hubs von einlassventilen einer brennkraftmaschine

Publications (2)

Publication Number Publication Date
US20060060158A1 US20060060158A1 (en) 2006-03-23
US7305945B2 true US7305945B2 (en) 2007-12-11

Family

ID=33394615

Family Applications (1)

Application Number Title Priority Date Filing Date
US11/274,796 Expired - Lifetime US7305945B2 (en) 2003-05-15 2005-11-15 Method for changing the lift of an inlet valve of an internal combustion engine

Country Status (5)

Country Link
US (1) US7305945B2 (de)
EP (1) EP1627133B1 (de)
JP (1) JP4310660B2 (de)
DE (2) DE10321881A1 (de)
WO (1) WO2004101959A1 (de)

Cited By (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US20120215419A1 (en) * 2011-02-17 2012-08-23 Honda Motor Co., Ltd. Controller for internal combustion engine

Families Citing this family (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP6528788B2 (ja) 2017-01-17 2019-06-12 トヨタ自動車株式会社 内燃機関の制御装置

Citations (6)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US5009203A (en) 1988-08-01 1991-04-23 Honda Giken Kogyo Kabushiki Kaisha Control method for valve-timing changeover in engine
US5347962A (en) * 1991-07-01 1994-09-20 Nissan Motor Co., Ltd. Valve mechanism of internal combustion engine
EP0854273A1 (de) 1997-01-21 1998-07-22 Ford Global Technologies, Inc. Variable Ventilzeitsteuerung und variable Ventilhube für Brennkraftmaschine
US5803029A (en) 1996-09-11 1998-09-08 Toyota Jidosha Kabushiki Kaisha Valve performance controller for internal combustion engine
US20030005908A1 (en) 1993-12-28 2003-01-09 Mamoru Fujieda Apparatus for and method of controlling internal combustion engine
US6615129B2 (en) * 2001-05-24 2003-09-02 Delphi Technologies, Inc. Apparatus and method for two-step intake phased engine control system

Patent Citations (6)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US5009203A (en) 1988-08-01 1991-04-23 Honda Giken Kogyo Kabushiki Kaisha Control method for valve-timing changeover in engine
US5347962A (en) * 1991-07-01 1994-09-20 Nissan Motor Co., Ltd. Valve mechanism of internal combustion engine
US20030005908A1 (en) 1993-12-28 2003-01-09 Mamoru Fujieda Apparatus for and method of controlling internal combustion engine
US5803029A (en) 1996-09-11 1998-09-08 Toyota Jidosha Kabushiki Kaisha Valve performance controller for internal combustion engine
EP0854273A1 (de) 1997-01-21 1998-07-22 Ford Global Technologies, Inc. Variable Ventilzeitsteuerung und variable Ventilhube für Brennkraftmaschine
US6615129B2 (en) * 2001-05-24 2003-09-02 Delphi Technologies, Inc. Apparatus and method for two-step intake phased engine control system

Non-Patent Citations (1)

* Cited by examiner, † Cited by third party
Title
MTZ 61(2000) 11 "DerNeue Motor des Porsche 911 Turbo".

Cited By (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US20120215419A1 (en) * 2011-02-17 2012-08-23 Honda Motor Co., Ltd. Controller for internal combustion engine
US9217378B2 (en) * 2011-02-17 2015-12-22 Honda Motor Co., Ltd. Controller for internal combustion engine

Also Published As

Publication number Publication date
JP4310660B2 (ja) 2009-08-12
DE10321881A1 (de) 2004-12-02
WO2004101959A1 (de) 2004-11-25
EP1627133B1 (de) 2006-08-30
JP2006528745A (ja) 2006-12-21
DE502004001364D1 (de) 2006-10-12
EP1627133A1 (de) 2006-02-22
US20060060158A1 (en) 2006-03-23

Similar Documents

Publication Publication Date Title
US5233948A (en) Variable cycle engine
JP4957611B2 (ja) 内燃機関の制御方法
EP1431548B1 (de) Vorrichtung zur Steuerung der Ansaugluftmenge eines Verbrennungsmotors
US8205585B2 (en) Variable valve gear for internal combustion engine
FR2833038A1 (fr) Procede pour le fonctionnement d'un moteur a combustion interne a plusieurs cylindres
US7137367B2 (en) Control apparatus and control method for internal combustion engine valve actuation
US7082923B2 (en) Idling speed control system and method
US20030196619A1 (en) Valve condition control system for an internal combustion engine and control method thereof
US20080029058A1 (en) Control arrangement for activating and deactivating cylinders of a multicylinder engine
US7305945B2 (en) Method for changing the lift of an inlet valve of an internal combustion engine
EP0636777B1 (de) Viertaktbrennkraftmaschine
US8161926B2 (en) Device and method for controlling internal combustion engine
JP3351268B2 (ja) 内燃機関のバルブタイミング制御装置
JP3800881B2 (ja) 直噴火花点火式内燃機関の制御装置
JP4325514B2 (ja) 内燃機関のバルブタイミング制御装置
JP5092956B2 (ja) 車両用の内燃機関を制御する方法及び内燃機関システム
US20170298841A1 (en) Diesel engine and method for operating a diesel engine
JPH06323168A (ja) 内燃機関の制御装置
JP4525557B2 (ja) 内燃機関の制御装置
JP2003328791A (ja) 内燃機関の可変動弁装置
JP3360507B2 (ja) 内燃機関のバルブタイミング制御装置
JP2006336494A (ja) エンジンの吸気制御装置
US7398744B2 (en) Method for the operation of an internal combustion engine
JP2010229911A (ja) 可変動弁機構の制御装置
JP2018109394A (ja) エンジンの制御方法

Legal Events

Date Code Title Description
AS Assignment

Owner name: DAIMLERCHRYSLER AG, GERMANY

Free format text: ASSIGNMENT OF ASSIGNORS INTEREST;ASSIGNORS:GLOSE, MARTIN;KUDASHEV, ARKADI;REEL/FRAME:017249/0327

Effective date: 20051028

STCF Information on status: patent grant

Free format text: PATENTED CASE

FEPP Fee payment procedure

Free format text: PAYOR NUMBER ASSIGNED (ORIGINAL EVENT CODE: ASPN); ENTITY STATUS OF PATENT OWNER: LARGE ENTITY

AS Assignment

Owner name: DAIMLER AG, GERMANY

Free format text: CHANGE OF NAME;ASSIGNOR:DAIMLERCHRYSLER AG;REEL/FRAME:022846/0912

Effective date: 20071019

Owner name: DAIMLER AG,GERMANY

Free format text: CHANGE OF NAME;ASSIGNOR:DAIMLERCHRYSLER AG;REEL/FRAME:022846/0912

Effective date: 20071019

FPAY Fee payment

Year of fee payment: 4

FPAY Fee payment

Year of fee payment: 8

MAFP Maintenance fee payment

Free format text: PAYMENT OF MAINTENANCE FEE, 12TH YEAR, LARGE ENTITY (ORIGINAL EVENT CODE: M1553); ENTITY STATUS OF PATENT OWNER: LARGE ENTITY

Year of fee payment: 12